Scorpa TY 125F
It’s been modernised and restyled, and so for 2019, the TY 125F joins the ever popular Scorpa motorcycle range once again. First presented in 2003 this ‘Ladette’ of motorcycles offers itself to a very wide spectrum of potential owners. Versatile in every sense with its little fourstroke engine, it can be found nicely cruising along a trail or in a dead-easy or beginners’ trial encouraging its rider into our sport of motorcycle trials. Used and abused by many it remains on the scene with its ‘Bulletproof’ credentials enjoyed by all. So how did it all begin?
The boss of Scorpa at the launch of the original Scorpa TY-S 125 F, Philippe Aresten, recalls that in France it sold 750 units in the first year, 650 in the second and 800 in the third. An average of 1000 units for three years to all countries combined with a maximum sale of 1200 units in 2005. The 175cc and 200cc models accounted for around just 10% of all sales; yes it was that popular.
Thank you, Yamaha
So why was it such a success, you may ask? The Yamaha TY model range is well known around the globe and was, in truth, the originator of mass production and sales of trials motorcycles in the 70s, using the trials legend Mick Andrews as its driving force. This Scorpa model is based around a very basic Yamaha 125cc single cylinder, air-cooled, four-stroke engine used in the 125 TT-R.
What Scorpa did was design a very robust and basic steel single-beam frame around this engine, with a plastic fuel tank hanging around the headstock in a horseshoe fashion. A Sachs rear shock absorber was fitted, with no linkage but direct to the swinging arm at the rear, which removed the maintenance need for the suspension linkage and its bearings, and a pair of 38mm Ø Paioli forks was fitted at the front. A Mikuni carburettor was fitted and a cable-operated clutch. The seat height complemented the machine and was a very comfortable 700mm.
A ‘Long Ride’ version was also available, with an appropriate, comfier seat which raised the height 80mm, and a five-litre fuel tank was added. The front fork travel was increased to aid handling, although this extended the turning circle making it not as easy to manoeuvre.
Special series
It was very much a ‘go anywhere’ motorcycle, used around the globe for a multitude of uses and appealing to riders of all ages. Scorpa decided to try and extend its clientele by providing a 175 version, with an actual capacity of 143cc, selling for the same price as the 125cc.
A special-edition model was made available as the model became so popular, which had the larger diameter 39mm Ø Paioli front forks from the two-stroke SY trials model. A coldstart choke was added for ease of starting in all conditions, as well as aluminium footrests, which were comfier to the feet. A hydraulically operated clutch using Magura components was also added. In some European countries such as France, dealerships opened out the mouth on the crankcases and re-bored the cylinder to 163cc, which became the 200 model. These can be still found in very limited numbers, with the 125 proving the most popular model by far.
How good?
While the 125ccc machine had many plus points, it also had some minus points. The 175 kit transformed the machine and its performance, but it was still considered underpowered for more serious trail or adventure riding. Despite the robust Yamaha engine some of the smaller Scorpa-supplied components were criticised for their lack of quality.
Other downsides were the lack of throttle response from the carburettor with its small 20mm size. After a fall it was sometimes hard to start with its long kick-start lever which, on its longest stroke, caught on the footrest. Aside from that the quality of the wheel bearings, steering head bearings, swinging arm, etc. were all very good and the frame, air filter box and fuel tank were all very robust. Maintenance wise it was excellent.
If anything, the most important thing to check was the valve clearance which was essential to maintain its performance but was easy to carry out and adjust for many riders.
Still going strong
Since its introduction in 2003, even the older machines can still be found going strong around the globe as the model has not changed very much over the years. Marc Tessier now owns both the Scorpa and Sherco brand names, and he introduced a similar machine which is more or less a replica of the Scorpa dressed up as a Sherco in more recent years.
The bulletproof engine is no longer manufactured in a Yamaha factory in Brazil but China, under license. It’s still very much the same with the addition of the electric starter the most obvious and popular change. An AJP hydraulic clutch is fitted as standard, and the front fork yokes are now opened up to accommodate a fork Ø of 39mm.
When looking at this machine as a second-hand purchase, always have a quick ride up the road to see if the clutch is slipping in the higher gears as the clutch plates and springs could require replacement.
On the model years, 2003 to 2005 nothing much changed. In its early years of production, the frame colour was purple, before going to grey around late 2005/2006. Aesthetics have changed over the years, but they have all carried a predominately white frame, with blue and orange added over the years.